Automatic car-brake



(No Model.) 3 Sheets-Sheet 1. K. H. H. LEINEWEBER.

AUTOMATIC OAR BRAKE.

No. 340,587. Patented Apr. 27, 1886.

ww ii (No Model.) 3 Sheets-Sheet 2.

K. H. H. LEINEWEBEB.

AUTOMATIC GAR BRAKE.

N0.340,587. Patented'Apr.Z7,1886.

(No Model.) 3 SheetsSh et '3. K. H. H. LEINEWEBER.

AUTOMATIG GAB BRAKE. No. 340,587. Patented Ap1u27, 1886.

NITED STATES PATENT Drrrcn.

KARL H. H. LEINE\VEBER, OF SOUTH CHICAGO, ILLINOIS.

AUTOMATIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 340,587, dated April 27, 1886.

Application filed Septembcrfi-Z, 1885. Serial No. H1813.

To azz whom it may concern: 7

Be it known that I, KARL IL H. LEINE- WEBER, a subject of the Emperor of Germany, residing at South Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Automatic Car-Brakes, of which the following is a specification, reference being bad therein to the accompanying drawings.

My invention relates to an improved carbrake, and more especially to that class of brakes which are operated from a movable draw-head, to be free of the wheels when the car is either pulled or pushed, and to clog the wheels when such backward or forward strain is removed.

The object of the invention is to obtain a brake of the character described which will be simple, effective, and durable.

To the accomplishment of the above the invention consists of certain novel devices and combination of devices, as will be described and claimed.

Reference will be made to the accompanying drawings, in which Figure 1 is a bottom plan view of a car with the invention applied, the parts being in a position to clog the wheels; Fig. 2, a detail bottom plan with the parts in position shown in Fig. 1; Fig. 3, a similar view, showing the draw-head pushed backward in full lines and drawn forward in dotted lines, the relative positions of the other parts being likewise shown; and Figs. 4, 5, 6, and 7 sectional details of parts of the invention.

Like letters refer to like parts in each view.

I11 the drawings, A A represent the framework of the car, and B the draw-head. To the front cross-beam of the frame A there is secured a guide, 0, in which the draw-head is adapted to move. Secured to the rear end of draw-head B, as clearly shown, is a frame, D, formed of a strip bent at its center and secured at its twoends, respectively, to the bottom and top of the draw-head. The end of frame D, formed by the bend in the strip, is perforated to allow of the passage therethrough of a rod, E, said rod being secured at its front end to draw-head B and at its rear end to a casting, to be hereinafter referred to. Surrounding rod E, between the rear end of the draw-head and the end of frame D, are a (No model.)

light and a heavy spring-lettered, respective ly, F and F, and secured at opposite ends to movable heads G G, said springs operating in the manner and for the purpose described in Letters Patent No. 317,551, issued to me on the 12th day of May, 1885. The frame D, which is virtually the rear of the draw-head, moves between two angle-irons, H, secured to longitudinal beams K. The downwardlyprojecting portions of angleirons H are provided with slots in which the heads G G, before referred to, move. By thearrangement thus far described it will be seen that as the car is drawn forward the draw-head will be pulled out, this movement forcing the end of frame D against head G, which is thus forced forward to contract the springs, the opposite head,G, being held in place by being brought in contact with the end of the slots formed in angleirons H. As soon as the strain is removed, the springs will carry the draw-head and other parts to their original positions, and should the car be pushed backwardly the draw-head would also be carried back, together with head G, while head G would remain stationary to contract the springs. The rod E, after passing through the rear end of frame D, is passed through one end of a strip, L, secured to the longitudinal beams K, hereinbefore referred to, and, as before indicated, is secured to an oblong casting, M. This casting at its opposite end is secured to arod, N, which passes through the other end of strip L, and enters asocket,a,Fig. 7, formed in a crossbeam, 0. At or aboutits center strip L is provided with a transverse slot, 1), Fig. 1, through which a pin, 1, is passed, said pin also passing up through the bottom and top of casting M, there being formed in both top and bottom of such casting a V-shaped slot,.c, (shown clearly in Figs. 2 and 3,) and there being secured to the upper end of such pin a lever, B, to be hereinafter referred to. Pivoted upon pin P at a point between the top and bottom of casting M is a lever, S. Mounted upon the lower face of the long arm of lever S, and at apoint near its outer end,is a be1l-crank lever, T, which is secured upon a vertical shaft, (1, passed up through the lever. Vound upon shaft (1 above lever S is a spring, a, one end of which is secured to the shaft and the other tolever S, the coil being so arranged as to always keep the bell'crank lever T in the position shown in Figs. 1 and 2, unless sufficient power is applied to overcome such spring. To one arm of lever T a rod, V, is secured, said rod being attached at its opposite end to a lever, V, pivoted in a bracket, f, secured to one brakeshoe beam X, as clearly shown in Fig. 1. Secured to the opposite end of lever WV is arod, Y, which in turn is connected with the remaining brake-shoe beam A. To the remaining arm of bell-crank lever T a short rod, B, is secured, such rod being connected, through the medium of a chain, 0, with a brake-wheel shaft, D, as clearly shown. It will be understood that the normal position of the brake-shoes is in contact with the wheels when the car is at a standstill, and, by the arrangement just described, when it is desired to move the car without operating the parts through the medium of the draw-head, as will be described,'the brake-shoes may be released by turning the brake-wheel, thereby operating bell-crank T, and, through it and the intermediate connections, the brake shoe beams. A small pin or stud, g, is situated upon lever S, to limit the movement of bellcrank lever T. The opposite end of lever S to that upon which bell-crank lever T is mounted is bent at an angle, as shown at h in the several figures, such bent portion being provided with a slot, 75. A pin or stud, Z, is passed through the slot is, and also through slots m, formed one in the top and one in bottom of a casting, E, secured to one of thelongitudinal beams K. This pin Z is connected at top and bottom to the bifurcated end of a rod, H, said arm being secured at its opposite end in a bracket, n, formed upon the end of a rod, K, said rod having bearings in brackets, secured to beam K, and being 0 mable of a horizontal movement therein.

Wound upon rod K is a spring, L, secured at one end to one bracket 0 and at the other to a head, 1), secured upon the rod. The coil of this spring is such that unless some opposition is encountered it will always draw upon the short end of lever S, thereby constantly forcing the remaining arm of said lever forward to hold the brake shoes against the wheels, an y wear of the brake-shoes being thus provided for.

Secured in bracket n is a second rod, M, which at its opposite end is secured to a bar, N, formed upon its upper and lower faces with a rack, s. This bar N passes through openings t, Fig. 4, formed in the upturned ends of an angle-iron, 0. These openings are in width equal to about double the width of the bar. The upper and lower edges of openings t are formed for half the width perfectly plain and so arranged that the bar N will be permitted a longitudinal movement,while the remaining part of the edgesis provided with aprojection or tooth adapted to engage with the rack and hold the parts in a fixed position.

R in Fig. 4 represents a lever or push-bar, which at one end is secured to pin 1, and at the opposite end is forked, as clearly shown, this forked end party surrounding rack-bar N.

The operation is as follows: \Vhen the car is at a standstill, the pin P occupies a position at the apex of the V-shaped slots 0, and the brake-shoes are in contact with the wheels, any wear in such shoes being compensated for by the take-up of spring L.

I will describe the operation only as it re lates to pulling the car forward, as the backward movement is the same with the one exception that the pinPis carried into adifferent branch of the V-shaped slot. If power is applied to draw the car forward,the draw-head is also drawn forward, and with it the casting M,which is provided with the slots 0. As this casting is drawn forward, the pin P enters one branch of slots 0, and is thereby carried sidewise, and with it the lever S. This pin follows the transverse slot in strip L; but the lever S turns upon its pivot, because of the slotted bend it, with which it is provided. As this lever is operated, it serves, through the medium of the several rods described, to carry the brakeshoes from contact with the wheels, this condition ofaffairs continuing aslong as the power is applied to the draw-head; but if the power be removed, either by the stoppage of the train or the detachment of the particular car, the parts will immediately return to their normal position, to bring the brakes in contact with the wheels.

The side movement of pin 1? was above re ferred to, and the object of this will now be described. As before described, when the spring L is left free to act it will constantly draw the shoes tightly against the wheels; but when the shoes are to be released this opposing force must be removed. This end is accomplished through the medium of the push-bar R, which, as described, is connected with the pin P and the rack-bar N. As the pin is carried to one side, the bar serves to draw the rack-bar sidewise until the racks thereof on gage with the projections formed on the edges of openings t, this rack-bar becoming thus locked and preventing the spring L from acting. It will be understood that as the parts are carried to their original positions, the rackbar becomes again free to move longitudinally, thereby returning to spring L its full power.

XVhat I claim is 1. In a car-brake, the combination, with a movable draw-head and a casting, M, connected therewith, the latter provided with a V- shaped slot, of a pin passed through such slot, a lever pivoted upon such pin,brake-shoes, and

intermediate connections between the lever and the shoes, as and for the purpose set forth.

2. In a car-brake, the combination, with a movable draw-head and a casting,M, connected therewith, the latter provided with a V- shaped slot, of a pin passed through such slot, a lever pivoted upon such pin and provided with a bent and slotted end, pin passed through such slotted end,suitable brake-shoes, and intermediate conneetionsbetween the lever and the shoes, as and for the purpose set forth.

3. In a car-brake, the combination of the following elements: a movable draw-head, acasting,M,connected therewith and provided with a V-shaped slot, a pin passed through such slot, a lever pivoted upon such pin,and at one end bent and slotted,a pin passed through the slotted and bent end of the lever,a rod connecting such pin with a suitable spring, brakeshoes, and intermediate connections between the lever and shoes, as and for the purpose set forth.

4. In a car-brake,the combination of the fol: lowing elements: a movable draw-head,acasting, M, connected therewith and provided with a V-shaped slot, of a pin passed through such slot, a lever pivoted upon such pin, a spring for holding such lever in a given position, a push-bar connected with the pin, and a rack connected with the push-bar and spring, and arranged to render the spring inoperative, when desired, as set forth.

5. In a car-brake, the combination of the following elements: a movable draw-head, a casting, M, connected therewith and provided with a V-shaped slot, a pin passed through such slot, a lever pivoted upon such pin, a bell-crank lever mounted upon one end of the lever, and means for connecting such bellcrank lever with the brake shoes, and a brakewheel shaft, as set forth.

6. In a car-brake,tl1e combination of the following elements: a movable draw-head,a casting,l\I,connccted therewith and provided with a V-shaped slot, a pin passed through such slot, a lever pivot-ed on such pin, a bell-crank mounted on a shaft passed through such lever, a spring coiled around such shaft,'and suitable meansi'or connecting the bell-crank with the brakeshoes, and a brake'wheel shaft, as set forth.

7. In a car-brake, the combination, with draw-head B,and a casting,M, connected therewith,said castingprovided with V-shaped slot 0, of a pin,l?, a lever, S, suitable brake-shoes, and connections between such shoes and lever S, as set forth.

8. In a car-brake, the combination of the following elements: a movable draw-head, B, a casting, M, connected therewith and provided with a V- shaped slot,c,pin ]?,lever S,provided with bent and slotted end h, pin 1, suitable brake shoes, and connections between the brakeshoes and lever S, as set forth.

9. In a car-brake,the combination of the following elements: draw-head B,casting M, connected therewith and provided with slot c,pin I,lever S,bent and slotted as described, pin Z, rod H,sp ri n g I], sui table brake-shoes, and connections between the shoes and lever S, as set forth.

10. In a car-brake,the combination of the following elements: draw-head B,casting M,copnected therewith and provided with slot c,pin Ifllever S, rod H, spring L, push-bar R, rack N, and rod M, as set forth.

11. Ina car*b1'ake,the combination of the following elements: drawhead Roasting M, connected therewith and provided with slot c,pin I lever S, bell-crank lever 'I, and means for col-meeting the bell-crank with the brakeshoes, and a brake-wheel shaft, as set forth.

In testimony whereof I affix my signature in presence of two witnesses.

KARL H. II. LEINEWEBER.

Witnesses:

M. J. OLAGETT, FRANK. S. BLANOHARD. 

